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An LS2 corvette is a very, very capable car. Quick in stock form and this example is modified with headers, intake, full exhaust, and putting down 390 whp on a Mustang dyno. The E46 M3 is running a Gintani Stage II SC at 10 psi with meth, it puts down 485 whp. It is making almost 100 whp more than the Vette, but we are a bit surprised is pulls so easily right away. This really wasn't much of a race and shows how strong the E46 M3 can be when boosted.

There is a core inside the manifold. It runs liquid through it which is cooled by the heat exchanger in the from on the car. The air is cooled by the liquid in the core in the manifold.

I understand that.

This is where I get confused: I didn't have a "liquid cooled" Kenne Bell blower. I could have upgraded for one--would have only cost a little more than a grand. So, I had a non-liquid cooled blower. I still had the heat exchanger and I still had the IC core. I asked KB several times and they told me more than once that unless I was running higher than about 12psi (I wasn't even close to that) I wouldn't see the gains from the liquid cooling.

As far as the kit goes, We chose to run the Si trim instead of the T trim, being that the T-trim really isn't necessary. Dyno proved that the Si trim was making slightly more power at a much sooner rpm then the T-trim on the same application. Also note that my car is only running CSL headers and we are still building a full exhaust for it, which should yield some extra power as well.

My goal with this kit is 500rwhp on race gas + meth once the exhaust is built, on Gintani's Dyno Dynamics. Which as I understand, is somewhere in the 550rwhp area on a DynoJet.
I can probably get near that number as the car sits with just running race gas but I want the car to sound a little better as well.

He is saying that the Si trim is more efficient at the impeller speed they are running (10psi). Once you start raising the boost and getting out of the efficiency window, the T trim will be a better choice.

He is saying that the Si trim is more efficient at the impeller speed they are running (10psi). Once you start raising the boost and getting out of the efficiency window, the T trim will be a better choice.

He is saying that the Si trim is more efficient at the impeller speed they are running (10psi). Once you start raising the boost and getting out of the efficiency window, the T trim will be a better choice.

I'm not a dick at all dude, just ask anyone who knows me. I just didn't like seeing all the BS about Gintani/OE posted on M3forum. So I decided to put up some valid examples.

i don't know man , what you were saying there sounded it was coming from a douche , but i agree with Sticky, the poisoned atmosphere at M3Forum makes you sick !
hey i remember something about your job ,you have my respect

As far as the kit goes, We chose to run the Si trim instead of the T trim, being that the T-trim really isn't necessary. Dyno proved that the Si trim was making slightly more power at a much sooner rpm then the T-trim on the same application. Also note that my car is only running CSL headers and we are still building a full exhaust for it, which should yield some extra power as well.

My goal with this kit is 500rwhp on race gas + meth once the exhaust is built, on Gintani's Dyno Dynamics. Which as I understand, is somewhere in the 550rwhp area on a DynoJet.
I can probably get near that number as the car sits with just running race gas but I want the car to sound a little better as well.